Car truck



Nov. 14, 1944. M T HAL 2,362,654

CAR TRUCK Fil ed May 15, 1943 s Sheets-Sheet 1 I INVENTORS. V 6 6e)"cZWWna/a aus .ZUez-ner C'lasen 1944 E. J. MAATMAN ETAL 2,362,654

CAR TRUCK Filed May 15, 1943' 3 Sheets-Sheet 3 4 26 13(9 1442 136INVENTORS.

' MRQID azlsjwemer 6705612 Patented Nov. 14, 1944 CAR TRUCK Egbert J.Maatman and Jlaus J. Werner Clasen,

Chicago, Ill.,.

assignors to American Steel Foundries, Chicago, Ill., a corporation. ofNew Jersey Application May 15, 1943, Serial No. 487,094

11 Claims. .(01. 105-193) vOur invention relates to a railway car truckand especially to such a type of truck wherein may be incorporatedeffective snubbing or friction control means to eliminate, orsubstantially eliminate, the bouncing characteristics of coil springsnormally used to support the bolster from the side frame.

The general purpose of our invention is to tively inexpensive andconvenient to manufacture while at the same time meeting the variousstandard requirements of the railroads as to performance. Our inventioncontemplates an arrangement suitable for any car truck having relativelymovable members such as a-side frame and bolster on one of which may besupported a pluralityof friction panels conveniently arranged forengagement with friction plates supported on the others of said members.

A more specific object of ourinvention. is to devise a railway car truckutilizing a more or less standard form of side frame and a bolstermodifled to incorporate our novel snubbing arrangement, said snubbingdevice including a plurality of friction panels which may be supportedin novel manner from the side frame for cooperative engagement with"friction walls on the bolster or wear plates secured thereto.

Our invention comprehends an arrangement wherein the side framecompression member may be so constructed and arranged as to affordsupport for a plurality of friction panelsvwhich may be suspendedtherefrom and have frictional eninvention, and Figure 5 is a sectionalview in transverse vertical planes adjacent the plane bi-' secting thetruck transversely, as indicated by the line 5-5 of Figure 4.

Referring in detail firstto the arrangement illustrated in Figures 1 to3, it may be'noted that our novel truck structure utilizes a truss sideframe of generally conventional form including the compression member2', the tension member 4 with spaced columns 6, 6 merging therewith toform the central bolster opening 8 within which may. be received the endof the bolster generally designated l0, said bolster end havingthe usualgibs l2, I2 which may have cooperative engage mentwith the guideportions l4, M of adjacent columns in conventional manner. On thetension member below the bolster opening 8 may be formed the usualspring seat Hi whereon may be seated a group of coil springs i8, I8aifording support as at for the bolster l0.

Over the window opening 8 the compression member 2 may have acylindrical web 22 (Figure 2) arranged transversely of the. frame withthe central opening 2Q cored away to accommodate the retaining pin orbolt assembly 26 which may eutend therethrough and ailord support at itsI inboard and outboard ends as at 28 and 30 for the head of said boltand from the retaining cotter gagement with friction panels mounted inthe bolster end for that purpose. Within the bolster end may also behoused resilient means for urging the friction plates or panels intoengagement with the friction walls of the bolster.

In the drawings,

Figure 1 is a fragmentary side elevationof a railway car truck embodyingour invention. the end portions of the truck structure being omitted asnot pertinent to our invention.

" Figure 2' is a fragmentary sectional view through the railway cartruck shown in Figure 1, the section being taken in the transversevertical plane approximately bisectingthe truck, as indicated by theline 2-2 of Figure 1. j

Figure 3 is a fragmentary top plan view of the truck structure shown'inFigures 1 and 2 with a portion of the compression member of the sideframe cut away to illustrate more clearly the novel snubbingarrangement.

Figure 4 is a fragmentary side elevation of a railway car truckembodying a modification of our .34, in order to permit said frictionpanels to shift somewhat in position as wear takes place and also toaccommodate relative lateral movement of the side frame and bolster. Theplan of each friction panel may well be seen fromuzonsideration of theview of Figure 1. Each panel is formed with a boss 36 adjacent its upperend around the bolt opening to afford large wear areas therefor, and thelower portion of the friction panel is maderelatively thick in order toafiord a wearing surface for engagement as at 38 with the adjacent wearplate 40 supported from the adjacent transverse wall of the bolster; Theinboard wear plate 32 may have cooperative engagement with the wearplate 40, supposed as at 42 by the lug 44 received within thefragmentary vertical transverse wall 46 of the bolster l0. Said bolsterIt! may have a general box-section end portion with thebottom wall 48,the top wall 50, side walls 52, 52, and the end wall 54 which may becored away at each side thereof as at 56, 56 (Figure 1). Within the endportion of the bolster the top wall thereof may be cored away as at 5|(Figure 3) lug 60 affording positioning means for one endof the spring62 which may be compressed therebetween and act to urge said frictionplates into engagement with the adjacent wear plates.

, The modification illustrated in Figures 4 and 5 differs from that justdescribed in that the friction plates are arranged to cooperate withwalls extending longitudinally of the bolster rather than transverselythereof. In the modification now under consideration, the side frame isa conventional truss structure with a compression member I02 mergingwith the spaced columns I04, I04 to form the central bolster opening I06within which may be received the end of the bolster IIO which may besupported in usual manner by the conventional spring group (not shown)carried in said opening I06. The bolster IIO may have a'box-section endportion with a top wall II 2, a bottom wall I I 4,. side walls 'I IS,H6, and the end wall I I8 which may be cored away adjacent the oppositeedges thereof as at I20, I (Figure 4), said bolster also having gibsI22, I22 in cooperative engagement with the guide portions I 24, I24 ofadjacent columns. Spaced from the end wall II8 of the bolster may be thetransverse wall I26 (Figure 5) merging with the fragmentary intermediateWebs or walls I28, I28 (Figure 4) to form the rectangular cavity I30.Each web or wall I28 may be cored away centrally thereof as at I32(Figure 4) for reception of the positioning lug I34 of the adjacent wearplate I36 which may be mounted thereon for slidable cooperation withthe. ad-

jacent friction plate or panel I38. Each friction I panel I38 maybegenerally similar in plan to that of the previous modification withthe rela-' tively thickened lower portion having frictional engagementas at I40 with the adjacent wear plate I36 and having on its oppositeface a lug or boss I42 affording positioning means for the spring I44which may be compressed'between the spaced friction plates. On the upperend of each friction panel I38 may be formed a boss I46 affordingadequatebearing for the retaining pin or bolt I48 with which each platemay have a slip fit. The retaining bolt I48 may be supported from thehollow lugs I50, I50 depending from the bottom web I52 of thecompression member I02, and the plates I38, I38 may have clearance fromsaid lugs in order to accommodate lateral movement of the bolster withrespect to said frame.

In each of these modifications, it will be clear that we have devised anovel means of snubbing the movement of the bolster on its supportedsprings with respect to the side frame onwhich the springs may becarried. The snubbing means in each case consists of a plurality ofspaced friction plates supported from the side frame and havingcooperative engagement with spaced friction surfaces mounted on thecooperating bolster, and the friction plates are urged into'engagementwith the friction surfaces by resilient means compressed therebetween.In each case, the friction parts are assembled with the bolster, whichis entered into the side frame bolster opening in conventional mannerbefore the insertion of the supporting spring group.

It is to be understood that we do not wish to be limited by the exactembodiments of the device shown which are merely by way of illustrationand not limitation as various and other forms of the device will, ofcourse, be apparent to those skilled in the art without departing fromthe spirit of the invention or the scope of the claims.

' We-claim:

I 1. In a railway car truck, a side frame having tension and compressionmembers and spaced columns defining a central bolster opening, springson said tension member in said opening, a bolster having an endprojecting into said opening and supported on said springs, andcooperating friction means on said side frame and bolster comprisingspaced friction surfaces within-said bolster, a removable retaining pin'supported from said compression member, a plurality of friction panelspivotally and slidably supported from said pin in cooperative engagementwith said surfaces respectively, and re-v silient means compressedbetween said panels, each of said friction panels having plane faceengagement with the adjacent friction surface. 2. In a railway cartruck, a truss side frame having tension and compression members andspaced columns defining a bolster. opening, springs on said tensionmember in said opening, and a bolster having an end seated on saidsprings in cooperative engagement with said columns, said bolster havingan upwardly opening cavity defined by longitudinal and transverse walls,certain of said walls having friction plates supported thereon, frictionpanels pivotally and slidably supported-from said compression member inengagement with said plates re-v spectively, and resilient meanscompressed between said panels, eachof said panels engaging the adjacentplate along a plane surface.

.3. ,In a railway car truck, a side frame having a compression memberand spaced columns defining in part a bolster opening, a bolster havingan end extending into said opening in cooperative engagement with saidcolumns, a cavity in the top of said bolster defined in part by spacedfriction walls, a plurality of panels pivotally and-slidably supportedfrom said compression member for frictional engagement with said wallsrespectively, and resilient means normally urging said panels againstsaid walls, each of said panels having clearance from said compressionmember to permit relative lateral movement with respect thereto whilemaintaining normal frictional engagement with the adjacent frictionwall.

4. In a railway car truck, a side frame having a compression member andspaced columns defining in part a bolster opening, a bolster having anend extending into said opening in cooperative engagement with saidcolumns, a cavity in the top of said bolster defined in part by spacedfriction walls, pivot means hung at spaced points from said compressionmember, a plurality of panels slidably supported from saidpivot meansforfrictional engagement withsaid walls respectively, and resilient meansnormally urging said panels against said walls, said slidable supportaccommodating relative movement of said panels with respect to saidcompression memher while maintaining normal engagement with saidfriction walls.

5. In a railway car truck, a side frame having tension and compressionmembers and spaced columns defining a central bolster opening, springson said tension member in said opening, a bolster having an endprojecting into said opening and supported onsaid springs, andcooperating friction means on said side frame and bolster comprisinglaterally spaced friction surfaces within said bolster, a removableretaining pin slidably supported from said side frame, a

plurality of friction panels pivotally hung from said pin in cooperativeengagement with said surfaces respectively, and resilient meanscompressed between said panels.

6. In a railway car truck, a truss side frame having tension andcompression members and spaced columns defining a bolster opening,springs on said tension member in said opening, and a bolster having anend seated on said springs in cooperative engagement with said columns,said bolster having an upwardly opening cavity defined by longitudinaland transverse walls, certain of said walls having friction platessupported thereon, a pivot pin slidably supported at space-d points fromsaid compression member, friction panels swingabl supported from saidpivot pin in engagement with said plates respectively, and resilientmeans compressed between said panels.

'7. In a railway car truck, a truss side frame having a compressionmember and spaced columns defining in part a central bolster opening, abolster having an end projecting into said opening in cooperativeengagement with said columns, spaced friction walls in said bolster, are taining pin supported from said compression member, friction panelsslidably mounted on said pin in cooperative engagement with saidfriction walls respectively, a coil spring compressed between saidpanels, and positioning means on each panel for said spring.

8. In a railway car truck, a truss side frame having a compressionmember and spaced columns defining in part a central bolster opening, abolster having an end projecting into said opening in cooperativeengagement with said columns, spaced friction walls in said bolster, aretaining pin rotatably supported from said compression member, frictionpanels slidably mounted on said pin for lateral movement with respect tosaid frame and respectively engaging said walls, and resilient meanscompressed between said panels.

9. In a railway car truck, a truss side frame having a compressionmember and spaced columns defining in part a central bolster opening, abolster having an end projecting into said opening in cooperativeengagement with said columns, inboard and outboard friction walls insaid bolster, wear plates on said walls, a retaining pin supported fromsaid compression member, friction panels slidably mounted on said pinfor relative movement with respect to said frame and in engagementrespectively with said plates, and resilient means compressed betweensaid panels.

10. In a railway car truck, a truss side frame having a compressionmember and spaced columns defining in part a central bolster opening, abolster having an end projecting into said open ing in cooperativeengagement with said columns, spaced friction wallsin said bolsteradjacent respective columns, a retaining pinpivotally and slidablysupported from said compression member, friction panels mounted on saidpin in cooperative engagement with said friction walls respectively,resilient means compressed between said panels, and means on said panelspositioning said resilient means.

11. In a railway car truck, a side frame having a compression member andspaced columnsdefining in part a bolster opening, a bolster having anend extending into said opening in cooperative engagement with saidcolumns, a cavity in the top of said bolster defined in part by spacedfriction wails, spaced means on said compression member slidablysupporting a pivot pin. a plurality of panels swingably supported fromsaid pin for frictional engagement with said walls respectively,resilient means compressed between said panels, and positioning means onrespective panels affording support for opposite ends of said resilientmeans.

EGBERT J. MAA'I'MAN, CLAUS J. WERNER CLASEN.

